autumn 2018 issue 05 perspective - plan...toyota’s guardian technology, which offers automated...

STEPPING BACK FROM THE NOISE

AUTUMN 2018 ISSUE 05

STEPPING BACK FROM THE NOISE

PerspectiveMobility & Technology

A letter from the editor: Kevin McCullagh Founder, Plan

Product-service strategy consultancy

Features: Kevin McCullagh James Scott Tim Abrahams Editorial: Kevin McCullagh Tim Abrahams Contributors: Elizabeth McDonald Joel Hayes Yoori Lee

Design: Celina Lucey

Print: Baker Goodchild

Cover: We’ve used a detail of an image made by DIDI for Ogilvy Shanghai.

Welcome to the latest issue of Perspective, Plan’s annual take on notable developments in the world of mobility and tech as well as a collection of the writing and thinking we’ve done throughout the year. And what a year it’s been, from the backlash against Big Tech on both sides of the Atlantic to Uber pivoting to e-scooters.

In the opening feature article, we look at how cities, after being caught off guard by the ride-hailing wave, are planning to shape how we will experience autonomous vehicles on their streets.

We also deliver a package of last mile logistics trends and open up one in particular – the return of the cargo bike (page 16).

For the design and innovation leaders amongst you, we share two tools. The first is a framework we’ve developed to structure discussions around how to respond to the growing scope of design and innovation teams. We’ve found it helps to clarify decision-making on where to focus resources (page 28).

The second is a typology of vision statements, which is a useful stimulus in the early stages of the envisioning process, as teams reflect on what type of vision they’re aiming for (page 26).

On a more socio-economic front, we publish two articles I wrote for the online ideas forum Unherd and design magazine Icon earlier in the year on why there are many reasons to be cheerful about the developments in machine intelligence, despite the fear mongering (page 32). We can also start to see the outlines of a new and more symbiotic relationship emerging between humans and machines – one I dub the Human Machine Interlace (page 38).

We hope you find plenty to chew on and please do let us know if you would like to hear more about any of the topics raised here, as well as suggest ones to cover next. Also, if you think any of your peers would like to receive a copy of this and future Perspectives, please direct them to www.plan.london/subscribe or email [email protected]

2 Perspective www.plan.london 3

ReviewMajor developments in 2018

Voice warming up Whereas in 2017 surveys indicated that smart speaker usage was limited, this year users appear to be learning how to live with them. According to a survey by Adobe of 1,000 US adults in August 2018, 76% of smart speaker owners said their use of voice assistants had grown in the past year. Ownership is also up. Furthermore, 38% of interviewees said that their usage of digital assistants embedded in devices and cars had increased.

The party hits pause In March this year, the Chinese government stopped approving video games for publishing and in September handed regulation to a body operating under the aegis of the Chinese Communist party. Citing health concerns, but also flexing its muscle over the games market the government’s draconian step may inadvertently encourage companies like Tencent to prioritise foreign markets far more.

AV disillusionment bites This March in Tempe, Arizona, a pedestrian was killed after being hit by an AV. Immediately following the accident, Uber and other manufacturers such as Toyota stopped testing on American streets. This was the year that the technological and urban challenges of AVs become more widely appreciated and the level five goal of ubiquitous autonomy (see End notes) came under scrutiny. Investors grew leery and a new realism generally prevailed. In August Toyota sunk £380m in Uber, but the investment centred around Toyota’s Guardian technology, which offers automated safety features but does not enable a vehicle to be entirely self-driven.

Scooter invasion In March 2018, three startups Bird, Lime, and Spin placed their shared electric scooters on the streets of San Francisco. After three months of both massive uptake and complaints about blocked pavements, the city issued a cease and desist order and promised a permit system. In July, the three original companies were snubbed

in favour of smaller rivals Scoot and Skip. By then Lime had its eyes on the rest of the world, launching a service in Paris alongside Berlin, Frankfurt and Zurich and investment in scooter companies was sky-rocketing. Uber and Alphabet invested £255m in Lime in July giving it a valuation of £830m while Bird was valued at £1.5bn following similar investment.

Techlash hits Europe It seems a long time since Google’s ‘Don’t be evil’ motto, since Twitter was hailed for its role in the Arab spring and Obama’s use of targetted campaigning ads was seen as savvy. The end of 2017 and beginning of 2018 saw the formation of what has become known as the ‘techlash’: a cultural and political backlash against the Big Tech companies. While many viewed the EU’s new GDPR legislation as bungled, the Facebook and Cambridge Analytica scandal, which broke in March 2018, underlined the rising

mistrust of how our data is being used. Social media increasingly became the fall guy for politicians looking to explain their demise e.g. the Brexit vote in the UK. The companies are now firmly in the sights of politicians on both sides of the Atlantic. In July, the EU doubled down on its punishment of Google, fining them a record £3.9bn for coercing manufacturers into pre-installing Google software on Android devices. However, consumers show no signs on turning their backs on Big Tech for now.

Wearables really pivot to medicine 2018 was the year when smart watches made a significant shift from monitors of fitness to quasi-medical devices. The Apple watch 4 was launched in September with great fanfare of its electrical heart rate sensor that can take an electrocardiogram (ECG).

Omron Healthcare previewed the HeartGuide, which has a slimmed-down blood pressure monitor in the strap, and Asus announced a similar feature on the ZenWatch 3. Healthcare professionals are now left with the unenviable task of assessing and integrating the reams of data wearables will produce in PDF form into their work.


the future of AVsHow cities will shape

: Tim Abrahams


Mobility and Cities

76 Perspective www.plan.london

Engineers levels do indeed survive). Professor Michael Batty, Emeritus Professor of Planning at the Centre for Advanced Spatial Analysis at University College London envisages such a scenario. ‘You might have… inner areas of the city where AVs need to switch off their most powerful technology if it is known they cannot cope. There might then be zones or even corridors along motorways where more complete autonomy might be available,’ he says. Geofencing is likely to be used. These barriers are already set up around airports, open-air venues as well as sensitive buildings such as seats of government to stop drones from entering. This system could be adapted for use with AVs with the car constantly interacting with external digital infrastructure. Indeed it is likely that this technology will be used to switch connected hybrid cars onto battery-only settings in low emissions areas.

2. Public transport integrationCities are thinking about how they integrate AV into a holistic transport model. In an interview in the New York Times in June this year Lyft founder John Zimmer addressed the hilarity that greeted the launch of Lyft Shuttle in San Francisco the year earlier: ‘We weren’t claiming that we

were coming up with, like, a novel concept,’ he said. Zimmer was on the defensive as there had been a sharp decline in bus usage since Lyft began operating in the city. New York transit authorities response, on one hand, has been to cap licences but also like other transport agencies in the USA they take the attitude that they must make public transport more like ride sharing if they are to resist Uber and maintain their social role. The City of Arlington in Texas announced in March that it was replacing its downtown bus services with a ride-sharing operation in conjunction with a firm called Via. The same attitude will apply to AVs.

In Europe, the approach might be different. Cities tend to have more established public transport

infrastructure and the city authority’s more control over transport. With bus routes in the UK ailing due to lack of use and financial support, AVs may be used as a supplement. The app Whim, originally developed in Helsinki combines all the city’s mobility options into a single app via a monthly subscription: bus, train, bicycle, taxi and vitally, car-sharing. The app is now being used in the West Midlands in the UK. We can see that AVs will gradually be introduced into areas to plug gaps in the existing provision with apps acting as a means not just of showing where the gaps are but also enabling ongoing assessment. It is worth noting that AVs relationship to public transport in Europe seems to be more supplementary than in direct conflict as is the case in the USA.

01 University of Michigan’s Mcity autonomous 11-passenger, all-electric shuttles manufactured by NAVYA

02 Volvo 360c autonomous vehicle concept: a sleeping environment, mobile office, living room and entertainment space

02

01

In June this year, when Uber appealed against the stripping of its London licence it performed

what was effectively a mea culpa in court, agreeing that the corporate culture at the time of the ban was toxic, that many of its drivers were ineligible (over 600 were fired subsequent to the ban) and that it was entirely right for Transport for London to have removed its licence originally. They had changed however and they would now be working closely with TfL rather than riding roughshod over it. In New York, two months later, in the face of a 10% decline in public transport usage, the city authority established minimum driver payments, minimum rates of fare and a cap on the numbers of drivers in the city. Cities were finally flexing their muscles on ride-sharing.

With cities finally getting tough here, the question that faces autonomous vehicle companies is how are cities going to influence their products through regulation? For too long, manufacturers and commentators have narrowly focused on the technology in the car and not how it will operate in an urban environment. In reality AVs will have to traverse a huge diversity of urban layouts and regulations and this is starting to dawn on their manufacturers.

In March 2018, the analyst Benedict Evans reframed the evolution of AVs as one of geographical rather than chronological progression. ‘Variability applies not just across different cities and countries but also in different parts of each urban landscape,’ he wrote.

From the perspective of city authorities, AVs might promise to make mobility cheaper and more accessible but it also threatens the nightmare scenario of endless log jams of single pods occupied by single travellers. Right now they are thinking at a higher level of how to achieve their policy aims and AVs are just part of their picture, along with housing, public transport and bin pick-ups. Yet they will engage with it more and more, using certain levers; some of which will build on tools being developed in response to other

shifts in mobility such as ride-hailing and electrification. We have identified four of these levers to show how authorities will influence our use of AVs in cities.

1. ZoningThe first means for cities to get a handle on AVs is to decide where they can and cannot travel. In the first instance, environments will be classified. There is one level of complexity on a California freeway and quite another in a dense city in a snowy northern clime. The types of zoning might be relatively simple, such as the kind of zones that are already in place in cities like London. Just as there is a congestion charging zone and a low emissions zone, there might be one for AVs. Indeed there may be some zones that allow level four autonomy but not level five (if the Society of Automotive

City authorities’ influence on how new mobility trends are implemented is growing and the means by which they are doing so is diversifying.


Mobility and Cities

The first means for cities to get a handle on AVs is to decide where they can and cannot travel.

01

01 Proposed interior for the new all-electric Chevrolet Bolts, built in collaboration with electronics LG

In the longer term, transport authorities will realise that AVs will not simply replace existing services with something flashier but add to their provision. Shlomo Angel, an urban-studies expert at New York University suggests another way of looking at the issue in that AVs could provide for transport needs currently being provided for by cars. He suggests that workers in cities no longer simply shuttle between the suburbs to the central business district. As Angel puts it: ‘everyone goes from everywhere to

everywhere.’ In a paper published in Cities journal in 2016, Angel and his colleagues showed that in the USA only 13% of the commuter trips are to the central business district. ‘The idea that they can replace the car with public transport in a decentralised city will not happen and need not happen. The replacement is the autonomous car,’ he says.

3. Kerb managementAs car ownership and usage falls in urban centres, cities are already

looking to replace parking revenue with new sources and are looking for revenue by managing pick-up and drop-off space around popular destinations. US cities are catching up on Europe by ditching laws which require new developments to provide swathes of parking. Architecture firm Gensler designed an office in Cincinatti with above-ground parking that can be converted into office space when they are no longer needed. In Paris the city authorities have removed 43 percent of personal parking spaces

since 2001 and reserved spots for deliveries on major streets. Asserting the primacy of drop-off and pick up returns the city to an era before the car when the pavement was crossed by passengers and freight from curb to buildings much more frequently.

It is telling that Alphabet owns a subsidiary called Coord which has created an API for parking and road charges which now covers Seattle, San Francisco, New York and parts of LA. The platform also covers tolls and can be easily adapted to include different kinds of charges. Alphabet is engaged not just in mapping in a digital format, taking lists of current charging which exist currently on spreadsheets in council offices but they are also looking at how to manage the relationship in terms of physical infrastructure. They set up the company Sidewalk Labs – now helping design a new district in Toronto – to innovate in the areas of mobility planning with a particular interest in the way mobility relates to the kerb.

4. Routing DirectionThe mapping process suggested above will also lead to greater traffic control. One of the real eye-openers for local authorities is the increased amount of information that can be

provided by applications like Waze whose users (or ‘Wazers’) provide traffic information. In addition, the app sends anonymous information, including users’ speed and location, back to its database so the app can then provide real-time traffic updates. Although the information isn’t very deep, Waze has been working with cities to openly share data; a gesture which acknowledges that cities are also now beginning to map their signage.

When the data is about kerbspace occupancy – details of who is delivering what and when – then issues of ownership become more tricky not only because one is now dealing with information created by vehicle fleet owners and operators but also because one can do a lot

more with that data. The likelihood is that fleets will only share data by subscribing to a service that benefits them. The city, in turn, will share if it feels that it can get privileged information about what is happening on the street and be able to enforce regulations. It will be a tricky balancing act to ensure all parties are happy. Yet AVs may be the lever which finally delivers layered digital maps of urban infrastructure: from road repair, deliveries, all the way up to the infrastructure which AVs will rely on such as speed limits and signage information.

ConclusionWhilst AV manufacturers are still working out the technology and considering business models (will we hire or lease them) they are becoming aware – thanks to the Uber experience in New York and London that there is another issue looming. This is how cities will influence the way in which AVs work and the truth is they will profoundly shape how we experience them. As we know every city is different and, as time passes, and different mayors or councils take power their agendas evolve or change. The landscape will be incredibly complex. One thing is for certain: we will experience AVs in a very local way.


Mobility and Cities

Ben Boutcher West Head of Mobility, Appy Parking I expect to see drop-off near points of interest such as transit hubs and business campuses. These are taxi drop off areas where riders are set down and picked up but no parking occurs, much like an airport drop-off. I am especially excited to see what happens after the first applications have gained trust and are operational. Is this a luxury service or is it public transport, swarming around hubs and dispersing people across cities faster and cheaper than building the equivalent rail track? This use case also supports cities’ approach to keeping vehicles out of central high footfall zones. AVs also present a great opportunity to keep an ageing population mobile by connecting their front doors with a national network: maintaining access to employment, healthcare and society.

Karl Sharro Partner, PLP Architecture and writer We have been exploring different ideas for integrating autonomous vehicles in cities for several years. The most exciting aspect of this transformation for me personally is the potential to free up open space which is eaten up by roads. While some believe this is possible through tunnels, I envision a multi-dimensional network in which AVs are integrated within buildings at different heights. These elevated ‘roadways’ can unlock open space at ground level, and integrate circulation with architecture enabling cities to become taller, denser and better connected. If we think of AVs as robots that can move in three-dimensional spaces we can radically transform our cities and overcome the limitations imposed by the current model with its large impact on the ground plane.

Alan Berger Professor of Landscape Arch.and Urban Design, MIT If drosscape was the land that emerged after de-industrialisation of our cities, then what will emerge after AVs take off is drosscape 2.0: the ancillary surface and adjoining land between land use designations that is set aside for mobility uses. This space is typically unaccounted for in conventional land use planning and is critically important to measure in order to propose new design standards across the suburban / autonomous driving spectrum. This new found surface area may allow future suburban development to reduce paving up to 50%, which would vastly benefit the landscaping of watersheds, downstream urban flooding, open space expansion, community recreation areas, as well as other beneficial habitat and biodiversity restoration efforts.

Keith McCabe Chief Executive Officer, Simplifai Systems Limited One of the aspects is the increased mapping of traffic regulations that cities will do. The visual side of AI is getting reasonably good at reading road signs – what kind of traffic signs they are and what the car will have to do – what is more difficult is responding to the disrepair of signage, which is leading AVs to misinterpret them. Obviously there has to still be some signage in the short term for non AVs. The digital mapping is a neat solution if you then digitally put all your traffic regulations in a format that the AV companies can then deal with and city authorities can then control speeds that way. This also has the potential to reduce signage street clutter, which is playing into something that’s historically there. This is more of a European thing, especially in the Netherlands, but other countries are now really into it.

I think the fixed route of the transport system is AV’s first application. Buses always go along the same route so why do they need a driver? Much the same as air-trains, don’t need drivers. One way of introducing it is to try to build an entire town – a Google town – a kind of high subsidy experiment where we can get the shift to AVs quickly. This though doesn’t really bring out the real advantage of AVs, which is to replace the car in door-to-door commuting in contemporary

metropolitan areas, where the job market is now highly decentralized. In fact, three out of four jobs in American cities are not in the central business district or in secondary business districts that can be well served by public transit. Contemporary American cities have been built in a symbiotic relationship with the car, a relationship that can be maintained and, in fact, enhanced by AVs without the need to rebuild our cities so that they can be better served by public transit.

Shlomo Angel Professor of City Planning, Marron Institute, New York University

Can you give an example of how cities will shape the use of autonomous vehicles?

:Expert Views


Mobility and Cities

Mobility and Cities

3pm 9pm

5pm

Faster fulfilment Since Amazon Prime Now launched two-hour delivery it has increasingly become the norm. Walmart stepped up in its fight against Amazon and Fresh Direct in the USA this summer when it announced Jet.com would open a distribution centre in the Bronx to bring same-day delivery to New York City – where it has no physical stores. This attitude is already affecting brick and mortar stores: Amazon purchased Wholefoods partly to give it a physical base to deliver food from.

Crowd sourcing Using Uber as a model, this shift seeks to create greater elasticity in logistical systems, making them less costly to maintain during slack hours. Trialled since 2015 but ramped up in November 2017, Amazon Flex is designed to scale its last mile delivery capacity in times of high demand, simply by posting more routes on its Flex app to drivers who have already been vetted and are available for single-day tasks. Shutl performs in a similar way, whilst Hitch offers drivers the chance to turn their ‘commute into cash’. Users create profiles on the app and join a community that rates and vets itself. ‘Shippers’ put out requests to have packages delivered, and ‘Travellers’ can input their travel plans to see if there are available deliveries along their route. Relatively late, Uber has got in on the act with its UberFreight app.

Live traceability The Geman company DPD launched live tracking back in 2014, but it is only now becoming an offering industry-wide. With updates every 30 seconds, parcels can also be redirected up until the last minute. Amazon is rolling it out across the USA, but it is also being quietly trialled in the UK.

Consolidation depots Companies are establishing facilities on the edges of cities, often with the support of government who want to limit congestion. In the UK, cycling companies are now lobbying government for last-mile delivery centres. Consolidation centres bring

together different companies that use cargo bikes under one roof. At the moment operators individual onward delivery routes are determined by how they arrive from the long distance logistics firm. The facility allows bike operators to organise it into the most efficient onward delivery pattern.

Insourcing deliveries Tony Hseih, CEO of the online shoe retailer Zappos, suggested that outsourcing distribution was the biggest slip-up he made. ‘We should have considered warehousing to be our core competency from the beginning. Outsourcing that to a third party and trusting that they would care about our customers as much as we would was one of our biggest mistakes.’ As many retailers become online portals attached to warehouses, greater distribution becomes a key component in a company’s offering and many are bringing it back in-house. Although it should be pointed out that Zappos is now owned by Amazon.

Predictive fulfilment This is perhaps the ultimate application of big data and machine learning in retailing thus far. Using analytics of consumer behaviour based on previous sales figures, logistics can help manage inventory by moving goods closer to customers in anticipation of them ordering more.

The last country mile In China, Alibaba announced it was going to set up Taobao centres in 150,000 villages so as to reach one-quarter of the country’s population. In India, Shadowfax is working with family stores as dropping-off points and in the West UPS and FedEx are looking at how to make rural routes work with in-store lockers.

The last link in the supply chain is often the weakest. However, a package of new moves will bring deliveries into the 21st century. Last mile trends

: Tim Abrahams


Mobility and Cities

environmental campaigners in different cities eager to work with each other. The group Cyclelogistics Ahead was set up with around £1m of EU funds in 2014. This year though two other cargo bike projects received funding from the Commission bringing the funding for them up to £12.3m. Through the scheme, cities like Mechlen in Belgium and Vienna

in Austria have become key sites in the rolling out of cargo bikes.

Key though are the associated technologies such as consolidation centres and IT platforms for the implementation of cargo bikes as favoured last mile delivery vehicles. For example, a government-funded depot for last-mile deliveries has

opened in Berlin. Called KOMODO, it brings together different companies that use cargo bikes under one roof with different companies getting their own 14 sq m shipping container to work from. If the enthusiasm continues, cargo bikes could become the preferred means of last mile delivery through crowded centres of old European cities.

An explosion of cargo e-bike types combined with city legislation are opening new possibilities for last mile delivery.

S ince the Dieselgate scandal broke in 2015, reducing emissions is at the top of many

cities’ agenda as the bulk of last mile deliveries are currently done by diesel powered light commercial vehicles (LCVs). Taking measures to restrict LCV use and promote Cargo bikes are becoming symbolic of this shift. 2018 is thus likely to be a key year in

Europe in the evolution of the cargo bike either as an end technology in itself or as the father to electric assisted or powered cargo bikes. For example, in July 2018, the UK Government’s Road to Zero Strategy promised to provide ‘grants and/or other financial incentives to support the use of e-cargo bikes.’ The franchise Zedify launched in the UK in June,

bringing together several small, last-mile urban bike freight companies. Elsewhere in Europe, DHL’s CityHub system, integrating vans, trailers, cargo boxes and bikes, began trialling in Utrecht in the Netherlands and Frankfurt in Germany. In addition, EU-funding is fostering and developing a latent transnational network of

Butchers & Bicycles MK-1E, with integrated Bosch Performance CX motor and option of single or dual battery.

Pedal power :James Scott & Tim Abrahams


Mobility and Autonomous VehiclesMobility and Cities

Four types of cargo e-bikes

Containers can usually carry up to 100kg

Some variants increase storage capacity by reducing the front wheel diameter

The smaller wheel base makes them more manouverable especially in traffic

Extra trailers can be added to double volume, giving vehicle capacity of 2m3

Some models are fitted with weather shields to create a ‘cab’ for the rider

Some models feature inclined front wheels or tilt mechanisms for increased stability in turns.

The largest models are capable of carrying a load of 250kg.

Cero One Triobike Mono

Velove Armadillo Riese & Muller Packster 60

Urban heavy lifters

02 Box bikes

01 Utility bikes

Have extended wheelbases to cater for a low mid-mounted box. Their low centre of gravity and narrow profile makes them suitable for heavy loads and city traffic. Sainsbury’s supermarkets are currently trialling a small fleet for grocery deliveries in Streatham, London.

04 e-Quads

03 TrikesShare many similarities with standard e-bikes with modifications to frame or wheel size to accommodate package racks. Their agility and limited cargo capacity make them best suited for small deliveries such as post or food orders. La Poste runs a fleet of 25,000 e-bikes of this type in France for its mail service.

Have large capacity cargo platforms or boxes positioned between two wheels, which can be at the front or back of the bike. Can carry larger loads more securely, but are less manoeuvrable in traffic. FedEx, UPS and DPD are all trialling these for package deliveries in town centres.

Similar to trikes but these vehicles have four wheels and often boast recumbent seats. They offer the biggest hauling capacity of up to 150 kg but their cumbersome size means they cannot be used on a lot of cycling lanes. DHL Express are trialling e-Quads in The Netherlands.


Mobility and Cities

: Tim Abrahams

Myth: 30% of traffic is searching for parking

Reality: In 2013 the San Francisco Municipal Transportation Agency reported that 30% of traffic in the city was searching for parking. The statistic emerged in the book The High Cost of Free Parking in which its author Donald Shoup took 16 studies conducted between 1927 and 2001 from across the world and calculated from that, on average, 30% of the cars in congested downtown traffic were cruising for parking. One of the studies – held in Freiburg, Germany in 1977 – recorded an astonishing 77% of cars were searching for parking. The most recent study included was undertaken in New York in 1993 which found that 8% of traffic was searching for parking. Nevermind the reliability of the source data, the value of averaging across global cities over a period of 75 years and then applying it to today as a general rule, should at least raise an eyebrow.

Myth: In the UK, 40,000 deaths a year are caused by air pollution.

Reality: Given that nobody has air pollution written as the cause of death on their death certificate, how is it possible to count the number of deaths? A report from the Royal College of Physicians in 2016 attempted to model the number of fatalities caused by air pollution by inferring the increased risk of illness caused by particulates in the atmosphere to air quality and population statistics. As this correlation gained a foothold in the

popular imagination Professor David Spiegelhalter, from the Winton Centre for Risk and Evidence Communication at the University of Cambridge, pointed out that according to the body on whose statistics the calculation was based, the figure could actually be anything between 5,000 to 60,000. The professor also added the following caveat: ‘The World Health Organisation, using a different methodology, estimate only 16,000 attributable deaths in the UK from air pollution’. As every school science teacher reminds us, correlation does not imply causation and computer models are built on human assumptions.

Myth: Air pollution is worse in London than Beijing

Reality: In early 2017 newspaper articles reported that air pollution was higher in London than in Beijing and indeed for two days in the British capital, the Air Quality Index (AQI) had particulate levels a bit higher than in Beijing. The spike was attributed to the calm weather in London, which meant that the pollution was not dispersed as usual. But this was highly unusual. Indeed for most of the week in which the spike occurred the level in Beijing was about three times higher than in London. The level was four times higher than London in the Chinese city’s industrial outskirts. Generally, figures collected by the World Health Organization show that Beijing’s levels of particulate pollution are about five times worse than in London.

In the UK, overall emissions of all types of air pollution have fallen dramatically since 1970.

Mobility: myths and realityWe’ve heard a few figures repeated at mobility events that sounded a bit iffy, so we’ve taken a closer look at the truth behind the stats.


90%of the plastic in the ocean are from 10 river systems. Eight of them are in Asia: the Yangtze; Indus; Yellow; Hai He; Ganges;

Pearl; Amur; Mekong; and two in Africa – the Nile and

the Niger.

Killer statsNumbers that made us think

16% 65%

65k21%

would be happy to let children travel alone in an autonomous car according to a poll commissioned by Ford in Europe in 2017.

is the amount by which the number of fatalities from road accidents has dropped in the current EU member states since 1990.

Uber drivers in New York. If the company recognized them as employees, it would be the largest private employer in the city.

of the world’s EV sales in 2017 were in 6 chinese cities: Beijing, Shanghai, Shenzhen, Tianjin, Hangzhou and Guangzhou.

2322 Perspective www.plan.london

BO Lamp

Eye catchersNew products that turned our heads

Ferrari Icona Monza SP1

Airstream Nest

Nike React Element 87

Naked Smart Mirror

Mobike E-bike

Loewe Bild X OLED TV

A home device that scans a perfect 3D representation of the human body to view in-app, letting users track their body changes.

Magnets suspend the screen inside the minimalist matt gold frame, with the power pack and processor encased on a circular stand.

New dockless e-bike with a top speed of 12.5mph with an ingenious extra feature of a secure phone holder on the stem.

Bandido Studio, all-Mexican design team created this diffusing table lamp. Hidden touch sensors control light shed on to the creased metal sheets.

A kevlar clad limited edition that combines homage to the Monza models and Ferrari’s latest F1 technology.

Airstreams first fibreglass model: a semi-monocoque molded superstructure with a two-tone premium gel coated exterior.

Comes in both black and cream with a reflective transparent TPU upper, assymetric tongue and a super-soft sole optimised for the urban commute.


Ambition workshop

Types of vision

Social aspirations

Customer promises

Quantitative targets

Competitive targets

Role models

Cultural Transformations

Slide 7Ambition workshop

Types of vision

Social aspirations

Customer promises


Competitive targets

Role models



Types of vision

Social aspirations

Customer promises


Competitive targets

Role models



Types of vision

Social aspirations

Customer promises


Competitive targets

Role models



Types of vision

Social aspirations

Customer promises


Competitive targets

Role models



Types of vision

Social aspirations

Customer promises


Competitive targets

Role models


Opening the highways to all mankind

Henry Ford, 1925 George Eastman, 1880Bill Gates, 1980

To make photography as simple as using a pencil

A computer on every desk and in every home; all running Microsoft software

Social aspirations

Customer promises


Six types of vision: Kevin McCullagh

Nike, 1960Giro Sport Design, 1980

GE, 1980

To become the Nike of the cycling industry

Become number one or number two in every market we serve and revolutionise this company to have the strengths of a big company combined with the leanness and agility of a small company

Crush Adidas

Competitivetargets

Role models

Cultural transformations

Embarking on an envisioning process can be daunting, we developed this taxonomy to help teams to align on a direction of travel.

1 2 3 4 5 6


Innovation & Strategy

Design team strategy: Kevin McCullagh

Anticipating emerging user needs, and technology and market trends

Market foresight

Identifying, articulating and assessing potential problems to solve

Framing opportunities

Provoking debate, introducing new thinking, and pioneering change

Instigating change

Crystallizing and visualising potential product/service futures

Envisioning futures

Positively distinguishing the brand at the product/service level

Market differentiation

Testing, learning and developing to check desirability, feasibility and viability of concepts

Concept validation Experience quality

Raising quality and coherence for the user across touch points

Owning, refining and facilitating the front-end innovation process

Insight to concept process

When helping design teams to formulate their strategy, we builtthis framework to help them make choices on where to focus.

Where to play How to winTraditional core responsibilitiesStrategic and optional responsibilities

28 Perspective www.plan.london 2928 Perspective 29www.plan.london

Innovation and Strategy

Rage against the machines: Kevin McCullagh First published in Icon, March 2018

30 Perspective 31www.plan.london 31www.plan.london

Automation and AI

jobs also changed from hand-weaving to operating the weaving machines.

A more recent example is the impact of Electronic Discovery Software (EDS) on junior lawyers and paralegals, who traditionally spent the bulk of their time sifting through piles of documents. EDS was first applied in the 1990s, and did the job more quickly and more accurately than humans. Yet paralegal and junior lawyer jobs have grown quicker than the rest of the workforce since 2000. How so? As searching became cheap and quicker, law firms searched more documents and judges allowed more expansive discovery requests. Economists have a name for the intuitive, but mistaken, idea that there is a certain amount of work to do in an economy, and if productivity increases there will be fewer jobs to go around – the lump of labour fallacy. There are, of course, occupations that fared less well in the face of technology, such as typesetters once graphic designers adopted desktop-publishing software in the 1990s. But the general pattern is that machines take over mundane tasks, and humans move on to do more sophisticated work that machines can’t do yet. And the net effect in a buoyant economy is job growth.

A long view reveals that each round of automation brings similar fears – when the first printed books with illustrations began to appear in the 1470s, wood engravers in the German city of Augsburg protested and stopped the presses. In fact, their skills turned out to be in higher demand than before, as more books needed illustrating. The general assumption is that if the robot doesn’t replace you, it will deskill you. Yet a recent study by the Boston University School of Law into the impact of automation on 270 occupations in the USA since 1950 found that only one was eliminated

recent New Yorker cover by R Kikuo Johnson painted a dystopian scene. Robots pace

and trundle past a homeless human kneeling at their feet, while one deigns to lower its gaze to flip a few coins in his cup. The image expressed perfectly the pervading, and misplaced, pessimism around the impacts of automation not just among East Coast sophisticates, but across the USA and the developed world. In fact, it is a view that has even infiltrated one of the last pockets of optimism about the future: the wide-eyed utopianism of Silicon Valley. When even the technorati are starting to agonise over the future of artificial intelligence and the perils of automation, you have to wonder. Elon Musk – often a champion of the human ability to improve its condition through material progress – is becoming fearmonger-in-chief of the artificial-intelligence apocalypse: ‘There certainly will be job disruption. Because what’s going to happen is robots will be able to do everything better than us … I mean all of us.’

The most widely held fear, and one that taps into our earliest fears about industrialisation, is of mass unemployment as robots take most of the jobs. Other critiques of the

proliferation of artificial intelligence and increased automation are more nuanced. Some say that it will drive even greater inequality between the ‘cognitive elite’ and the deskilled masses. The Guardian reflected a widespread concern over the potential concentration of power by the robot-owning corporations: ‘If you think inequality is a problem now, imagine a world where the rich can get richer all by themselves.’ These concerns lie behind growing calls for Universal Basic Income (UBI) and robot taxes emanating from figures as diverse as Jeremy Corbyn and Bill Gates. But the situation isn’t as grim as we might think. Automation need not be stirred into a doom-laden soup along with Brexit, Trump and climate

change. In fact, if we step back from the narrow focus on technology and take a wider historical, economic and humanist view, the picture is far from bleak. Counterintuitive as it may seem, automation can play a key role in creating more and better jobs, and rising prosperity.

There are broadly three reasons to be cheerful about the march of the robots. Since the Industrial Revolution, the automation of human labour has run hand-in-hand with productivity gains, economic growth and an increase in the number of jobs and prosperity. It is productivity growth that largely accounts for why most of us are six times better off than our great-grandparents. As Paul Krugman put it, in economics ‘productivity isn’t everything – but in the long run it’s almost everything’. How can automating work create more jobs? A classic example of how this process can work is that, during the Industrial Revolution, 98 per cent of the manual labour involved in weaving cloth was mechanised. But, despite the concerns of the Luddites, the number of textile workers in the UK exploded. As costs plummeted, demand grew, and so did the size of the industry – and therefore job numbers. The cake got bigger. The

01

02

Why are we so frightened of automation? History shows us that our current anxieties are unfounded and we need to embrace robots.

01 19th century automation. Power looms producing cotton in the mills of north-west England in the 1830s

02 ‘I’m not too worried about machines replacing cartoonists’: R. Kikuo Johnson, October 2017

A ‘ Robots will be able to do everything better than us… I mean all of us.’


Automation and AI

– lift operators. The other jobs were partially automated and in many cases, this automation led to more jobs, often more skilled positions. The impact of ATMs on bank clerks is a case in point. The number of branch employees has grown since cash machines were first installed: ATMs allowed banks to operate branches at lower cost, enabling them to open many more. At the same time banks morphed into financial-service providers, giving clerks more opportunity for upward job mobility.

Machines generally take on the simple tasks, as humans move to more complex – and often more meaningful – work. In 1979, Fiat ran a television advert for the Strada with the tagline ‘Handbuilt by robots’. In the 1980s, the march of the robots was seen as inevitable and, as with the assembly line, car production would lead the way. Forty years later, Toyota, the guru of manufacturing innovation, has robots doing less than eight per cent of

the work on the factory floor – a ratio that hasn’t changed in 15 years. When asked why, the president of Toyota Motor Manufacturing, Kentucky, replied that ‘machines are good for repetitive things, but they can’t improve their own efficiency or the quality of their work. Only people can.’ Even in manufacturing, automation

isn’t as easy as many assume. Pessimists tend to overestimate the extent to which humans can be replaced and how fast it will happen. They share a faulty assumption with artificial-intelligence optimists, who look forward to ‘singularity’, when computer intelligence will supposedly surpass our own. They see impressive breakthroughs in narrow and bounded machine-learning problems, like beating humans at board games, and extrapolate that this singularity is inevitable and around the corner.

This assumption runs far ahead of current knowledge. Neuroscientists are only scratching the surface of understanding how our brains

01 One of the organising principles of the Toyota production system is ‘jidoka’ or ‘automation with a human touch’

02 Kuka’s “ReTeLINK” establishes a data link between a robot arm and a newly developed upper-limb exoskeleton

01

02

Bank tellers vs. ATM machinesFulltime-equivalent bank tellers and installed ATM machines in the US

Telle

rs/A

TMs

(10

00

s)

500

400

300

200

100

01970 1980 1990 2000 2010

Fulltime equivalent workers ATMs

perceive, learn and understand, while human consciousness is still a highly contested topic in both philosophy and psychology. We’re a long way from understanding human intelligence, never mind surpassing it. Gloom merchants tend to imbue technology with superpowers, while running down human ingenuity. Surely our perception, curiosity, creativity, critical thinking, judgement and adaptability will drive the world forward – aided by more automation. We shape technology and, of course, it shapes us, but it does not define our future. Social and political forces are pivotal. The fatalism around robot-driven inequality suffers from peering at the future through technology blinkers. If robots drive inequality, how is it that Sweden has three times as many robots as the UK as a proportion of manufacturing workers – and much lower levels of inequality? Many other factors feed into the UK’s relatively high levels of inequality, such as low investment in education and in research and development, an over-reliance on cheap labour, and an erosion of union power.

It is no coincidence that inequality in the UK soared between 1979 and 1990, during Margaret Thatcher’s assault on the unions. Fretting about robot-induced impoverishment tomorrow obscures the real policy-

related causes of wage suppression today. With living standards stagnating across the developed world, boosting productivity growth should be a pressing priority. Far from running scared of it, we should be ramping up our investment in automation. Of course, the road to semi-automated economic renewal will not be pain-free – many jobs will be lost in parts of the economy, while others will be created elsewhere. But even more will be lost if the economy continues to ossify. This is where the state has a key role to play in devising and implementing an industrial renaissance strategy to navigate the disruption caused by the next wave of automation. This should include investing in R&D in job-

creating sectors such as autonomous transportation, virtual and augmented reality and data security, as well as introducing automation to the backward construction industry as part of a desperately needed expansion in housebuilding. There is, after all, no shortage of problems to solve and work to be done, including in human-intensive sectors that desperately need revitalisation, such as healthcare and infrastructure. An ambitious programme to support and retrain workers for the parts of the economy that will grow as a result of automation is also needed. In short, timidity, not technology, is the problem. We have nothing to fear, but the fear of robots itself.


Zonification

Road pricingMicro-mobility

1 Micro-mobility

A term coined by the analyst Horace Dediu to describe a growing choice of lightweight modes of urban mobility such as e-scooters and e-bikes. These are typically shared, electric and benefit from advances in batteries and electric motors. The premise is that the car as a universal vehicle, used for most trips, is getting ‘unbundled’ into smaller shared sub-500kg vehicles for short journeys, and public transport for long journeys.

3 Road pricing

Road pricing has mostly been restricted to bridges, tunnels and highways in order to raise revenue and control congestion. A number of forces are likely to tip the scales towards distance based pricing. Chronic under-investment in infrastructure in many countries will be exacerbated by falling fuel tax revenues. New technologies such a Intelligent Transport Systems (ITS) will allow more fine-grained charging.

2 Zonification

Cities are increasingly using zones to control vehicle access. We have low emission zones that limit dirtier vehicles and congestion zones that charge for access, as well as areas where larger commercial vehicles are banned. We can expect these central zones to become tighter as well, restricting access to diesel vehicles. We can also expect suburban zones enabling the use of level four AVs (see End notes).

Macro trendsDevelopments that transcend markets, sectors and demographics

Micro trendsParticular dynamics with specific impact on certain markets, sectors and demographics

Mapping different types of trends on a common framework helps us situate strategy in a future context.

Big pictureThree trends from our database

Socio-cultural

Urbanrennaissance

Hardwarerevival

Behaviourchange

Smartsystems

TechnologicalEconomic

36 Perspective www.plan.london 3736 Perspective

Automation and AI

T he impact of AI on society is typically posed in terms of how it will replace humans,

as pundits draw up lists of jobs that are at risk and those which are ‘AI proof’. While some tasks – and even careers – will be replaced, a more useful way to think about the future is how we will interlace the strengths of machines with those of humans in new ways.

Before he left Google to head up AI at Apple, John Giannandrea made it clear that he had little time for the inflated claims made about his field. Stating his preference for the term ‘machine intelligence’ over artificial intelligence, he told audiences at Tech Crunch Disrupt in 2017 that: ‘there’s just a huge amount of unwarranted hype around AI right now... [much of which is] borderline irresponsible’. His aim, he says, was not to match or replace humans but to make ‘machines slightly more intelligent – or slightly less dumb’.

01 The Third Thumb a prototype by Dani Clode, a recent graduate from the Royal College of Art in London

This approach does not dismiss the potential of computers to radically alter the way we work. It merely presents the nuanced ways it will do so.

The more we learn about AI and human psychology, the more we understand how differently people think and machines calculate. Unlike machines, we typically lean on a variety of mental rules of thumb that yield narratively plausible judgments. The psychologist and Nobel laureate Daniel Kahneman calls the human mind ‘a machine for jumping to conclusions’. On the other hand, machines using deep-learning algorithms must be trained with many thousands of photographs to recognize kittens – and even then, they have formed no conceptual understanding of cats. In contrast, even small children can easily learn what a kitten is from just a few examples. To paraphrase Michael Polanyi, the father of the idea of tacit knowledge, ‘We know more than we can code’. Not only do machines not think like humans, they apply their ‘thinking’ to narrow fields, and cannot associate pictures of cats with stories about cats.

One of the fundamental insights AI researchers have made is that tasks humans find hard, machines often find easy – and vice versa. Cognitive scientist Alison Gopnik summarizes what is known as Moravec’s Paradox: ‘At first, we thought that the quintessential preoccupations of the officially smart few, like playing chess or proving theorems – the corridas of nerd machismo – would prove to be hardest for computers.’ As we have discovered however, these are the very things that computers find easy whereas understanding what an

object is and handling it – something a child can do – is much harder for a computer. The conundrum is, in Gopnik’s words, this: ‘it turns out to be much easier to simulate the reasoning of a highly trained adult expert than to mimic the ordinary learning of every baby’. When IBM’s Big Blue beat Garry Kasparov at chess in 1997, it didn’t know it was playing chess, never mind know that it had beaten a grandmaster.

AI casts new light on what makes us human, not as distinct from animals, but from machines. This poses the question of what kind of relationship we should seek with smart things. If we can get beyond the thinking on them as malevolent and/or being in possession of super intelligence, but having complementary advantages to ourselves, new possibilities emerge. What if we can combine our human strengths of inspiration, judgments, making sense and empathy with computer strengths of brawn,

‘ How we will interlace the strengths of machines with those of humans in new ways.’

Human machine interlace

: Kevin McCullagh First published in Unherd, July 2018

If fear of automation is overblown, how will man and machine work in harmony?


Automation and AI

(see Rage against the machines, page 30) but AI is just the latest in many phases of automation, each of which have begun with fear and ended with more jobs, economic growth and prosperity. It is worth bearing in mind the words of the philosopher and cognitive scientist Daniel Dennett: ‘The real danger ... is not machines that are more intelligent than we are. The real danger is basically clueless machines being ceded authority far beyond their competence.’

More enlightened managers are starting to imagine what AI enabled work might be like, instead of fearing it. The goal is subtly shifting from building machines that think like humans, to designing machines that help humans think and perform better. Most work, after all, is

comprised of a mix of tasks: some of which are better suited to us and some of which could one day be done better by machines. As the capabilities of these grows, managers will redesign work to take advantage of the strengths of both their human workers and their automated assistants.

The challenges of designing this hybrid type of work should not be underestimated. Recent fatalities during the test driving of autonomous vehicles are a good example. The tests themselves reveal how difficult it is for humans to focus on monitoring full automation and suggest that designing heavily automated systems which require

only occasional human input is a folly. It will take a lot of human ingenuity and experimentation to construct and nurture these new working relationships – but the potential gains in productivity and job satisfaction are vast, as machines take on more mundane tasks.

It’s time to change our perspective. The rise of AI and automation isn’t a conflict. It isn’t a case of ‘man vs. machine’, but of man and machine complementing one another, allowing deeper collaboration. In an age of automation that tends to overestimate comptuters and underestimate people, let’s embrace the potential of AI, while championing human strengths.

repetition, following rules, data recall and analysis?

The term Artificial Intelligence was coined by the cognitive scientist and inventor John McCarthy in 1955. McCarthy’s mentor was a psychologist and computer scientist JCR ‘Lick’ Licklider who had graduated with a triple degree in physics, math and psychology in 1937. Rather than speculate on computers achieving human-style intelligence, Licklider argued with remarkable prescience that humans

and computers would develop a symbiotic relationship, the strengths of one would counterbalance the limitations of the other. Lick said: ‘men will set the goals, formulate the hypotheses, determine the criteria, and perform the evaluations. Computing machines will do the routinisable work that must be done to prepare the way for insights and decisions in technical and scientific thinking. … the resulting partnership will think as no human brain has ever thought and process data in a way not approached by the

information-handling machines we know today.’

Developments in both psychology and AI suggest that Licklider’s vision of human-computer symbiosis is a more productive guide to the future than speculations about ‘super-intelligent’ general AI. As Steve Jobs put it, ‘that’s what a computer is to me … it’s the most remarkable tool that we’ve ever come up with; it’s the equivalent of a bicycle for our minds’. Predictions of a robot apocalypse may grab the headlines

01 The EksoVest, recently piloted in two Ford plants in the US can provide up to 7kg of lift assistance per arm

01

‘ The goal is shifting... to designing machines that help humans think better.’

Human strengths Computer strengths

Inspiration Repetition

Making judgements Following rules

Sense making Data recall

Empathy Analysis

Brains Brawn

Most work is made up of...


Assigned Supervised Coexistent

Assistive Symbiotic

Certain tasks in a human workflow are outsourced to a machine. The machine completes the task unaided, with varying levels of instruction. Example:Industrial robots welding and spray painting car parts on a production line, while human workers perform other tasks like fitting the IP panels and custom parts.

Decision making processes are automated, but under a human eye. This mode requires the machine to be aware of and communicate risks and unknowns to human users. Example: Airline flights in which the pilot intervenes only in certain circumstances.

We will increasingly live and work alongside intelligent machines, sharing the same spaces, but focusing on separate task-flows. Machines in these scenarios must be able to effectively negotiate shared space and anticipate human intent. Example:Warehouse staff working in parallel with and alongside robots.

Machines that will help us perform tasks faster and better. They support particular tasks in human workflows, and will excel in discerning human goals and learning their preferences. Example: Writing assistants that suggest words and how to improve text.

This emerging mode of collaboration is highly interactive and reciprocal. People input strategic hypotheses and the machine suggests tactical options. Example: Adobe Sensei which automated tedious design processes, and generates options, giving the designer more time for creative tasks.

We will collaborate in many ways, from more traditional delineated divisions of tasks between man and machine to symbiotic working relationships, which will fall roughly into five categories.

: Kevin McCullagh AI casts new light on what makes us human, March 2017

Types of collaboration

542 Perspective www.plan.london 4342 Perspective 43www.plan.london

China is hiring China needs to ramp up AI drastically in the next two years. In 2016 the government stated in its Five Year Plan for Developing National Strategic and Emerging Industries, that the core AI industry will have a gross annual output exceeding £16.7 billion by 2020. Last year it was only a tenth of that. China is trying to acquire overseas expertise through two main strategies. Firstly by buying companies. However, with the White House blocking a state-backed Chinese investment fund from acquiring a US firm on national security grounds for only the fourth time ever, they need another strategy. So China will try to entice foreign nationals and a diaspora of over 400,000 scientists working abroad to work in several key institutes. Tsinghua University is opening an AI research centre, for example, with Google’s AI Chief Jeff Dean taking a post on the university’s advisory committee on computer science.

The return of hydrogen Part of the reason why hydrogen slipped off the agenda as a general carbon-based fuel replacement in the early noughties was the fact that liquefying hydrogen then transporting it at -253 degrees is difficult. Test cases based around central storage systems show that the technology may still have its day. Toyota are running a

truck service along the 68 miles of port in Los Angeles and Long Beach and Deutsche Bahn are now running a short line around Bremerhaven with trains built by the French who want to roll out hydrogen-powered trains across their network by 2022. Hyundai plan to launch a hydrogen SUV powered by the technology in 2019.

‘People before robots’ In September 2018, the Transportation Workers Union threatened a strike if a temporary driverless shuttle service was installed in Columbus, Ohio. The slogan People Before Robots was used to organise the potential

protest. No actual industrial action against automation took place but it will soon follow. More pressure will come to bear on political and business leaders to develop an industrial strategy in which worker-focused principles around AV are managed.

Japan owning the 5G podium Before the next Olympic Games in Tokyo in 2020, Japan aims to steal a march on the rest of the world by launching its 5G network and a range of products taking advantage of it. This is not mere

grandstanding. Following the launch of 4G networks and the rise of the iPhone, NEC, Sanyo, and others left the handset market. In the months leading up to the Tokyo Games, Japanese firms will try to regain the initiative and take a lead on IoT and VAR.

Early signalsThe shape of things to come AaLexicon

New lingo

CASEnounConnected, Autonomous, Shared and Electric. The acronym that summarises received wisdom on the future of urban mobility vehicles.

ICEing verbWhen an electric vehicle charging space is ‘blocked’ by an Internal Combustion Engine vehicle.

XAInounExplainable AI in which the conclusions arrived at by the workings of complex algorithms can be explained or interpreted by human operators.

Innovation theatre nounWant to broadcast how innovative your team or company is? Call yourself a ‘Chief Innovation Officer’ and your office a ‘Lab’. Hold plenty of hackathons. People will soon get the idea.

Bird huntingverbScooter company Bird pays gig workers to find, collect, charge and redistribute their scooters overnight.


Review page 4-5

The Six Levels of Car Autonomy as established by the Society of Automotive Engineers (SAE) in the USA are:

Level Zero – No Automation. This is the status quo. The driver performs all operating tasks.

Level One – Driver Assistance. The vehicle can assist with some functions such as braking.

Level Two – Partial Automation. The vehicle can assist with steering or acceleration functions.

Level Three – Conditional Automation. The vehicle itself controls all monitoring of the environment.

Level Four – High Automation. Autonomous apart from dynamic situations like joining a highway.

Level Five – Complete Automation. The vehicle requires absolutely no human attention.

How cities will shape the future of AVs page 6-11

Benedict Evans post ‘Steps to Autonomy’ on his own site www.ben-evans.com published in March 2018 was key in formulating ideas in this article.

Shlomo Angel’s talk at the Urban Age in 2016 was also vital. Angel expounds ideas on declining density and increasingly complex job markets in metropolitan areas.

Important ideas to be found in ‘Infinite Suburbia’, the book edited by Joel Kotkin and Alan Berger published in 2017 by Princeton Architectural Press.

Pedal power page 16-19

The website http://cyclelogistics.eu/ is key in understanding the way that the EU is working with city governments to promote cargo bikes.

Green Fleet magazine covers the issues relating to new cargo bikes and e-bike fleets.

Mobility: myths and reality page 20-21

‘The High Cost of Free Parking’, Donald Shoup, 2005;

‘Does air pollution kill 40,000 people each year in the UK?’, Winton Centre for Risk and Evidence Communication, February 2017;

‘London’s air pollution worse than Beijing’s as smog chokes UK capital’, The Independent, 25 January 2017.

Killer stats page 22-23

From a poll commissioned by Ford and conducted by Penn Schoen Berland, November 2017. 5000 motorists across the UK, France, Germany, Norway and Spain were interviewed.

From 1991: CARE database (DG Mobility and Transport), International Transport Forum, national sources. 1990: IRTAD (OECD). Compiled in European Commission’s transport figures.

‘These Six Chinese Cities Dominate Global Electric-Vehicle Sales’, Bloomberg News, May 22 2018

In June 2018, New York Taxi and Limousine Commission calculated that there are 65,000 vehicles affiliated to Uber in New York City.

From ‘Export of Plastic Debris by Rivers into the Sea’, Christian Schmidt, Tobias Krauth and Stephan Wagner, Environmental Science and Technology, 2017.

Rage against the machines page 30-35

Toyota’s human-centred automation was analysed in a valuable long-read ‘At Toyota, The Automation Is Human-Powered’, Fast Company, May 2017. Also ‘The Machine That Changed the World’, James P. Womack, Daniel T. Jones, and Daniel Roos, 1990 is an excellent analysis of Toyota’s business culture written before they ascended to their current position as the world’s largest car manufacturer.

‘Nestlé and XPO Logistics building digital warehouse of the future in the East Midlands’, Nestle.co.uk, June 18, 2018.

Big picture page 36-37

See note for ‘Review’

Human machine interlace page 38-41

‘Google’s AI Boss Blasts Musk’s Scare Tactics on Machine Takeover’, Bloomberg, 19 September 2017.

The phrase “A machine for jumping to conclusions” occurs in Nobel Laureate ‘Thinking, Fast and Slow’ Daniel Kahneman, 2012. It is also the title of an interview with the psychologist on the American Psychological Association website from 2012.

Images

Page 5 Scooters by Robyn Beck, AFP/Getty Images

Page 6-7 Aerial-view highway junction at night in Tokyo by Tierney, Adobe Stock

Page 20 Car park by Uwe Hensel, Unsplash

Page 30 Robot hand by Frank V., Unsplash

Page 34 Toyota car inspection by Joe Castro, AAP Graph by James Bessen, How computer automation affects occupations: Technology, jobs, and skills’, 22 September 2016, Vox

Page 44 The hydrogen fuel cell-powered Coradia iLint by Alstom/René Frampe

Baidu’s robot Xiaodu by REUTERS / Kim Kyung-Hoon

Transportation Union of America protest by PAIGE PFLEGER / WOSU

End notes

We help mobility and consumer tech companies navigate the ambiguities at the early stages of product development – from opportunity scoping to proposition and early concept prototyping. We also advise innovation teams on how to raise their game, whether it be through capability building or developing their tools and processes.

Based in Clerkenwell, London and founded in 2004, we are a team of researchers, strategists and designers who have earned a reputation for cutting through complexity to offer clear, independent, frank and friendly advice.

Whether to discuss a pressing challenge or enquire about a speaking engagement, do drop us a line at [email protected]

Our story

46 Perspective www.plan.london 4747www.plan.london

www.plan.london

Product-service strategy consultancy

autumn 2018 issue 05 perspective - plan...toyota’s guardian technology, which offers automated...

Documents